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19FFL-0023 2-Stroke Engine Options for Automotive Use: a Fundamental Comparison of Different Potential Scavenging Arrangements for Medium-Duty Truck Applications

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19FFL-0023 2-Stroke Engine Options for Automotive Use: a Fundamental Comparison of Different Potential Scavenging Arrangements for Medium-Duty Truck Applications Citation for published version: Turner, J, Head, RA, Chang, J, Engineer, N, Wijetunge, RS, Blundell, DW & Burke, P 2019, '2-Stroke Engine Options for Automotive Use: A Fundamental Comparison of Different Potential Scavenging Arrangements for Medium-Duty Truck Applications', SAE Technical Paper Series, pp. 1-21. https://doi.org/10.4271/2019-01-0071 DOI: 10.4271/2019-01-0071 Publication date: 2019 Document Version Peer reviewed version Link to publication The final publication is available at SAE Mobilus via https://doi.org/10.4271/2019-01-0071 University of Bath Alternative formats If you require this document in an alternative format, please contact: [email protected] General rights Copyright and moral rights for the publications made accessible in the public portal are retained by the authors and/or other copyright owners and it is a condition of accessing publications that users recognise and abide by the legal requirements associated with these rights. Take down policy If you believe that this document breaches copyright please contact us providing details, and we will remove access to the work immediately and investigate your claim. Download date: 27. Sep. 2021 Paper Offer 19FFL-0023 2-Stroke Engine Options for Automotive Use: A Fundamental Comparison of Different Potential Scavenging Arrangements for Medium-Duty Truck Applications Author, co-author (Do NOT enter this information. It will be pulled from participant tab in MyTechZone) Affiliation (Do NOT enter this information. It will be pulled from participant tab in MyTechZone) Abstract For the opposed-piston engine, once the port timing obtained by the optimizer had been established, a supplementary study was conducted looking at the effect of relative phasing of the crankshafts The work presented here seeks to compare different means of on performance and economy. This was found to have a small effect providing scavenging systems for an automotive 2-stroke engine. It on fuel consumption for a significant change in compression ratio, follows on from previous work solely investigating uniflow suggesting that, if available, variable crankshaft phasing could be a scavenging systems, and aims to provide context for the results very important control actuator for gasoline compression ignition in discovered there as well as to assess the benefits of a new scavenging such an engine. system: the reverse-uniflow sleeve-valve. Importantly, it was found that existing experiential guidelines for port For the study the general performance of the engine was taken to be angle-area specification for loop-scavenged, piston-ported engines suitable to power a medium-duty truck, and all of the concepts using crankcase compression could also be applied to all of the other discussed here were compared in terms of indicated fuel consumption scavenging types, this having been done here in order to provide a for the same cylinder swept volume using a one-dimensional engine starting point for the work. This important result has not been simulation package. In order to investigate the sleeve-valve designs demonstrated before for such a wide range of architectures. The layout drawings and analysis of the Rolls-Royce Crecy-type sleeve optimizer employed then allowed further improvements to be made had to be undertaken. over the starting point. The paper therefore presents a fundamental comparison of scavenging systems using a new approach, providing A new methodology for optimization was developed and the analysis insights and information which have not been shown before. process also took into account work done by the charging system, this being assumed to be a combination of supercharger and turbocharger to permit some exhaust waste heat recovery. Introduction As a result of this work it was found that the opposed-piston Context and the need for greater investment in configuration provides the best attributes since it allows maximum combustion engine technology expansion and minimum heat transfer. It gave net specific fuel consumption results which were 9.6% lower than the loop-scavenged Automotive transportation has helped to revolutionize society and engine (which was marginally the worst of the configurations thus in many ways the internal combustion engine (ICE) helped to investigated). The other uniflow systems were next, with the reverse define the twentieth century. However, the synergistic development sleeve valve being the most promising (3.4% better than the loop- of the ICE with fossil fuels has resulted in the emission of large scavenged engine). quantities of carbon dioxide which, because it is a greenhouse gas, contributes to global warming. It is imperative that all measures are Furthermore, although the general performance the loop-scavenged taken to reduce the fossil CO2 impact of transportation while still configuration was closer to the other designs than was initially providing the economic benefits of affordable transportation that the expected, it was found to be compromised by its requirement to have ICE has brought. While many commentators consider that future intake and exhaust ports at the same height in the cylinder, thus ground transportation should consequently be provided solely by lengthening the gas exchange events for any given angle-area and battery electric vehicles and the hydrogen proton exchange consequently reducing the effective (or trapped) compression and membrane (PEM) fuel cell (FC), due to the opportunity that these expansion ratios. This was despite the use of a charge trapping valve provide to decarbonize their energy supply through renewable to provide asymmetric port timing and minimize charge short- electricity generation, there is considerable belief within industry and circuiting, the adoption of which was felt to be a factor in its better- academia that due to the cost involved – both in terms of than-expected performance. Finally, the reverse-loop-scavenged infrastructure and to the vehicle purchaser – this would take many poppet-valve type was found to be so compromised by breathing and years to complete. valve train kinematics that it was not taken to a full optimization. Conversely, there is unarguably considerable potential left in the internal combustion engine (ICE) with regards to improving its Page 1 of 21 7/20/2015 efficiency. This statement is made simply because whereas the production volumes) of engines designed and developed for all efficiency of an electric motor is in the region of 93-97% across the vehicular applications, one might observe that in fact the 4-stroke majority of its operating map, the peak thermal efficiency of a typical engine is in fact an automotive peculiarity. passenger car or medium truck combustion engine is only in the region of 37-45%. This means that logically there is a greater Sher, in reviewing 2-stroke scavenging, notes that all engines prior to potential to reduce losses in the ICE, even though it is limited by the Nikolaus Otto’s 4-stroke device were 2-strokes [1]. Sir Dugald Clerk efficiency of the Carnot cycle whereas the electric motor and fuel cell patented what may be considered the first commercially successful 2- (FC) are not. Even though the energy storage system for an ICE stroke engine in 1881. This was what would now be termed a boasts an efficiency of 100% (disregarding its minimal evaporative reverse-uniflow engine, utilizing a one-way inlet valve in the head emissions) – versus about 85% for a battery – in terms of energetic and piston-controlled exhaust ports [1]. Sir Harry Ricardo’s later efficiency the ICE system cannot get back on par with that of an Dolphin engine was similar to this, albeit with a slightly different electric vehicle (EV). On the other hand, the amount of energy (and valving mechanism. It was Joseph Day who, together with one of his with it the achievable range of the vehicle) that can easily be stored in workmen, Frederick Cook, developed the piston-ported 2-stroke hydrocarbon form on board a vehicle dwarfs that which a battery can engine in Bath in 1889-1891 [2]. Allegedly, and like the designs of currently hold, and this state of affairs will continue until some Clerk, this was to circumvent the Otto 4-stroke engine patents of significant breakthroughs in battery chemistry are made. These, if 1876. Notwithstanding this, the 2-stroke cycle was not embraced they are ever realized, will then take of the order of two decades to with enthusiasm by the automotive industry; one can imagine that bring to mass production. this was because the Otto cycle was much simpler to comprehend and optimize within the understanding of engines at that time because of A further issue is that whereas the ICE has historically been proven to its meaningful separation of cycle events. This situation is true be a silver bullet for all forms of transportation, alternative whether the engine employs spark-ignition (SI) or compression- propulsion systems do not have the same potential reach. Indeed, ignition (CI) combustion. heavier means of surface transportation such as long-distance haulage and shipping may never be able to adopt these solutions (mainly due As the engineering science pertaining to the thermodynamics of to the challenges of energy storage). This is even more likely for combustion engines has developed it has become apparent that the 2- long-distance commercial aviation, despite efforts being made to stroke cycle does in fact possess some very significant benefits, produce battery-electric and PEM FC-powered light aircraft. especially versus the simple throttled SI 4-stroke engine. These advantages can be summarized as: Against this backdrop it is obvious that technologies that improve the efficiency of all forms of the ICE ought to be seen to be of crucial 1. The minimization of pumping work, through the elimination of importance for the foreseeable future. This is true regardless of the a dedicated induction stroke. Instead of the induction process type or degree of electrical hybrization that may be applied to it.
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